Multimodal Connections –Potential Shared Lane Markings
Shared Lane Markings (Sharrows) A shared lane bicycle marking or “sharrow” is a roadway pavement marking that is placed within the travel lane to indicate that a bicyclist may use the full travel lane. In addition to serving as a visual reminder that bicyclists share the road, shared lane markings help assist bicyclists with lateral positioning (line‐of‐travel) on streets that are too narrow for an automobile and bicycle to travel side‐by‐side. They may also be used on streets with on‐street parallel parking to help reduce the chance of a bicyclist being impacted by the open door of a parked vehicle, often known as “dooring.” While they do not provide a dedicated space for bicyclists, like a bicycle lane does, shared lane markings have been found to be an effective tool in increasing awareness and safety for bicyclists along the street.
Bicycle Boulevards Bicycle boulevards are low‐volume, low‐speed streets that have been modified to encourage bicycle and pedestrian travel. Bicycle boulevards typically use neighborhood/local streets and may include traffic calming treatments, special signing and pavement markings, and intersection crossing treatments. The intention of a bicycle boulevard is to provide a comfortable, convenient, and attractive environment for pedestrians and bicyclists of all ages and experience levels. Bicycle boulevards often have a distinctive look and ambiance to indicate that the street prioritizes bicycle and pedestrian travel. They also inform pedestrians and bicyclists that the route is a comfortable means of traveling across town.
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April 2015 Multimodal Connections –Potential Bicycle Lanes
Bicycle Lanes A bicycle lane is a portion of a roadway (typically 5‐feet) that has been designated by striping, signing, and pavement markings for the preferential or exclusive use of bicyclists. Bicycle lanes enable bicyclists to travel at their preferred speed and help facilitate predictable behavior and movements between bicyclists and motorists.
Buffered and Protected Bicycle Lanes Buffered bicycle lanes are conventional bicycle lanes with a designated “buffer” space separating the bicycle lane from the adjacent travel lane and are designed to provide bicyclists with a more protected and comfortable space than a conventional bicycle lane. Typically the buffered area consists of a striped or cross‐hatched area between the travel lane and the bicycle lane and is sometimes placed between the bicycle lane and on‐street parking to help prevent bicycle‐door conflicts.
Protected bicycle lanes provide bicyclists with a more protected and comfortable riding space by providing a physical barrier between the bicycle and travel lanes. The physical barrier used to protect the bicycle lane can vary and may include plastic bollards, low‐profile raised bumps (armadillos), landscape planters, raised curb, or concrete barrier walls. Ultimately, the role of the barrier is to provide bicyclists added protection from moving automobiles and opening doors. Recent research suggests that protected bicycle lanes can both improve bicyclists’ level of comfort and safety and potentially increase the number of people riding bikes.
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April 2015 Multimodal Connections –Potential Multi‐Use Paths
Multi‐Use Recreational Trails A multi‐use recreational trail (MURT) is a physically separated (from motor vehicle traffic) pathway that can be located within either the roadway right‐of‐way or within an independent right‐of‐way. MURTs include bicycle paths, rail‐trails, or other facilities built for bicycle and pedestrian use. MURTs provide connections for both transportation and recreational uses and since the do not share space with motorized vehicles they are regarded as low‐stress facilities that attract a variety of users with a wide range of skills. MURTs are typically between 8 and 12 feet wide, and while they may be located adjacent to a roadway they are not intended to serve as substitutes for on‐street facilities (i.e., bicycle lanes); roadways being considered for MURTs should also be evaluated for inclusion of bicycle lanes or shared lane markings if they do not already exist.
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April 2015 Multimodal Connections –Potential Complete Streets and Intersection/Crossing Enhancements
Complete Streets Complete streets are designed and operated to enable safe access for all users of all ages and abilities, including pedestrians, bicyclists, transit users, and motorists. Complete street projects look to balance safety and convenience for all users.
One technique in providing a complete street is to perform a “road diet”. Road diets involve repurposing a travel lane or altering travel lane widths to provide adequate facilities for all roadway users.
Intersection and Crossing Enhancements Intersection and crossing enhancements serve to benefit pedestrians, bicyclists, and drivers. Enhancements may include the construction of roundabouts, right‐turn pedestrian islands, pedestrian sleeves, bulb‐outs, and/or marking crosswalks at signalized and non‐signalized locations.
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April 2015 City of Sarasota –Potential Multimodal Connections
UNIVERSITY PKWY
BAYSHORE RD MYRTLE ST
ORANGE AVE
17TH ST
12TH ST
LIME AVE
FRUITVILLE RD
LEGACY TRAIL EXT.
MOUND ST
RINGLING CSWY BAHIA VISTA ST
ORANGE AVE
SHADE AVE
WEBBER ST OSPREY AVE DRAFT SCHOOL AVE SIESTA DR
BEE RIDGE RD
April 2015 Potential Multimodal Connections Prioritization
Potential Multimodal Connections Priority
1US 41/North Tamiami Trail –Downtown (Gulf Stream Ave) to North City Limit
2US 41/South Tamiami Trail –City Limit to US 301/Washington Blvd
3 Legacy Trail – Beneva Rd to Fruitville Rd
4 Rail‐Trail – Fruitville Rd to University Pkwy
5St. Armands – Washington Dr and John Ringling Blvd
6 Coon Key Trail – Washington Dr to Bird Key
7 Bayfront MURT Enhancements – Indian Beach Dr/Bayshore Dr
Downtown Enhancements – Palm Ave, Pineapple Ave, 1st St, State St, 8 Alderman St, and Main St
9 Ringling Blvd – Pineapple Ave to Lime Ave
10 Oak St –Osprey Ave to US 301/Washington Blvd
11 Central Ave –1st St to 10th St
12 US 41/Mound St – Bayfront Dr to Osprey Ave
13 East Ave – Webber St to Bahia Vista St
14 East Ave –Adams Ln/Payne Park to 17th St
15 Boulevard of the Arts/6th St – Cocoanut Ave to Gillespie Ave
16 Orange Ave/McCellan Pkwy –Osprey Ave to Hillview St
17 Orange Ave –Alta Vista St to Fruitville Rd
18 Orange Ave – Fruitville Rd to 21st St
Osprey Ave/Bay Rd –US 41/South Tamiami Trail to Lincoln Dr (south of 19 Downtown)
20 Osprey Ave – Lincoln Dr (south of Downtown) to 10th St
21 Lime Ave – Ringling Blvd to 12th St
22 Bradenton RdS –U 41/North Tamiami Trail to Dr M.L. King Way
23 Myrtle St – Bayshore Rd to US 301/Washington Blvd
24 17th St –Orange Ave to US 301/Washington Blvd
25 12th St – Tuttle Ave to Beneva Rd
26 10th St –Orange Ave to Gillespie Ave and 8th St
27 8th St – Gillespie Ave/Gillespie Park to Lockwood Ridge Rd
28 Lockwood Ridge Rd –Bahia Vista St to 17th St
29 Beneva Rd –City Limit to Fruitville Rd
30 Circus Blvd – Beneva Rd to Circus MURT
31 Bahia Vista St –Orange Ave to US 41/South Tamiami Trail
32 Waldemere St –US 41/South Tamiami Trail to Tuttle Ave
33 Hillview St –Orange Ave to US 41/South Tamiami Trail
34 Webber St –US 41/South Tamiami Tail to City Limit/Shade Ave
35 Siesta Dr – Higel Ave(Siesta Key) to US 41/South Tamiami Trail
36 Siesta Dr – US 41/South Tamiami Trail to City Limit/School Ave
37 Shade Ave – Webber St to Fruitville Rd
38 School Ave – Webber St to Adams Ln/Payne Park CiCityCty ofof SarasotaSSa asota – ExistingEist i g adandd PilPotentialote t a MliMultimodal ut oda dl CoCiConnections ect o s
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April 2015